Controlling means for automobiles.



PATENTED MAY 2, 1905.

, B. H. GREEN. CONTROLLING MEANS FOR. AUTOMOBILES.

APPLICIATION FILED MAY 19. 1904.

PATENTED MAY 2, 1905.

B. H. GREEN. CONTROLLING MEANS FOR AUTOMOBILES.

AIPLIOATION FILED MAY 19. 1904.

2 SHEETS-SHEET 2.

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fizvenl'a 1764405. Green NITED STATES Patented May 2, 1905.

PATENT OFFICE.

CONTROLLING MEANS FOR AUTOMOBILES.

SPECIFICATION forming part of Letters Patent No. 788,641, dated May 2, 1905.

Application filed May 19, 1904. Serial No. 208,665.

1'0 (M6 whom, it may concern:

.Be it known that I, 13mm 11. GREEN, a citizen ot' the United States, residing at Los Angeles, in the county of Los Angeles and State of California, have invented new and useful Improvements in Controlling Means for Automobiles, of which the following is a specification.

This invention relates particularly to steering, throttle, brake, and valve-gear controlling devices for steam-automobiles.

One object of the invention is to mount the throttle-lever and valve-gear lever upon the steering-post and in close proximity to the steering wheel, so that the chaufleur may readily operate these levers without moving his hands from the steering-wheel, the advantage of this being that the controlling-levers are concentrated, so that the attention of the chaufleur is called practically to but one point when operating the levers, and, in fact, the arrangement is such that the lovers may be located by feeling without the chautteur looking at them and they may be adjusted and set by touch, which features are of great advantage in automobiles designed for racing, and of as great advantage, .in fact, in any automobile which is being used in a rough country or in a crowded street or any other place where the undivided vigilance of the chauffeur is required for steering the machine. Another object of the invention is to provide means for automatically applying the brake when the throttle-valve has been closed, and, further, whereby this automatic action of the brake may be controlled by the throttle-lever, so that the brake may be set positively, or whereby it may be set gradually by intermittent impulses, cumulative in effect, obtained by rocking the throttle-lever across agiven point in a manner much similar to that in which the air-brake valve of a locomotive is operated by the engineer.

Another object-is to provide a novel and efficienuform of throttle-valve which is so constructed that it gives a wide range of control and is susceptible of very sensitive adjustment without requiring more than ordina ry care, the construction being such that a considerable movement of the throttle-lever is required to effect an appreciable change in the amount of steam admitted by the throttle.

Another object is to house the rods or tubes which carry the controlling lover or devices within the steering-post so that they are protected from injury and take up but little room and give a much better appearance to the vehicle.

The accompanying drawings illustrate the invention, and referring thereto, Figure 1 is a side elevation of the chassis, the frame and wheels being indicated in dotted lines and the flooring and hood being sectioned. Fig. 2 is a longitudinal sectional view through the steering-post and throttle-valve, parts being shown in elevation. Fig. 3 is a section on line a? a, Fig. 2, showing the throttle-valve in one position. Fig. 4 is a similar view showing the throttle-valve in the opposite position, which is the position it has in Fig. 2. Fig. 5 is aside elevation in detail of the throttle-valve, Fig. 6 is a plan view of the steering-wheel.

l designates the frame of the vehicle.

2 is the front axle.

3 is the rear axle.

4 is the hood, within which is the boiler 6 is the engine, havinga cross-shaft 7,which may be connected with the rear axle by sprocket-and-chain connections, as indicated by dotted lines.

A brake-drum 8 ismountcd concentric with the rear axle 3 and may be either attached to the rear axle or to the rear wheel. Friction is applied to the brake-drum 8 by means of external contracting and internal expanding bands 9 and 10, respectively, the l'ixed. ends of both of. which are secured to a radiusrod 11, which extends from the rear axle 3 t0 the cross-shaft 7, while the free ends of the brake-bands 9 and 10 are operated by a toggle device or T-lever 12, a cable 13 being attached to the T-lever and to an arm 14, projecting from a rock-shaft 15. A short arm 16 also projects from the rock-shaft 15, and a cable 17 extends from the arm 16 forward to a pivoted foot-lever 18, there being a spring for normally holding the foot-lever retracted and cables 13 and 17 relaxed, so that normally there is no friction between the brakedrum 8 and brake-bands 9 and 10.

A stationary brake-cylinder 19 is provided with a piston 20, which is connected to and operates a pivoted lever 21. A block 22 is attached to the cable 17 and lies directly in front of the upper end of the pivoted lever 21, so that when steam is admitted to the cylinder 19 the piston 20 is forced out, rocking the lever 21, and the upper end of the lever 21 pushes against the block 22 and strains the cable 17 and, through the medium of the arm 16, rock-shaft 15, arm 14, cable 13, and T-lever 12, tightens the brake-bands 9 and 10 and either retards the movement of the brakedrum 8 through the resulting friction or prevents any rotation of the brake-drum, according to the amount of friction developed. It is obvious that the brake may be applied by merely pushing forward the foot-lever 18, which action in no wise interferes with the cylinder 19 or its connections as the block 22 moves away from the lever 21.

A casing 23 is secured in position within the hood 4 and preferably above the frame 1, so as to be readily accessible by removing the hood 4. Passing through the casing and rigidly secured thereto is a tubular standard 24, the lower end of which is flush with the lower end of the casing 23 and which extends upward from the casing inside of the steeringtube 25. Mounted upon the lower end of the steering-tube 25 within the casing 23 is a worm 26, which engages a segmental gear 27, mounted on a shaft 28, also housed within the casing 23. The lower face of the worm 26 rests upon a shoulder 29, formed within the casing 23, whilea bushing 30, which is screwed into the upper part of the casing 23, rests against the upper face of the worm 26 and also forms a journal for the steering-post 25. An arm 31 (see Fig. 1)is attached to the outer end of the shaft 28, and a link 32 connects the arm 31 with a steering-knuckle 33 of one front wheel, which steering-knuckle may be connected with the steering-knuckle on the opposite wheel by the usual cross-rod. A steering-wheel 34 is mounted on the upper end of the steering-post 25.

A throttle-valve casing 35 is situated below the hood 4 and in line with the steering-post 25 and is provided with an inlet 36,which communicates with its upper chamber. The upper portion of the casing 35 is conical, and a conical throttle-valve 38 is seated therein. The lower rim of the throttle-valve 38 has a helical edge 39, as shown in Fig. 5, which extends, preferably, through an arc of about two hundred and seventy degrees, the remaining portion of the edge being formed in a lip 40. An annular groove 41, forming a steampassage, is provided around the upper part of the valve 38, and the valve 38 is provided with an orifice 42, which extends entirely through the wall of the valve and forms a port, and the casing 35 is provided with a similar-sized port 43.

The groove 41 is restricted in width to pass the port 42, and the port 43 in the casing 35 is arranged so as to register either with the port 42 or with the groove 41, according to the position of the valve 38. Thus when the port 42 is in communication with the port 43 steam may pass out of the port 42 from the interior of the valve and thence into the port 43, and at such time there is no communication between the groove 41 and the port 43; but when the valve 38 is turned sufficiently communication is established between the groove 41 and the port 43, so that exhaust from the port 43 may pass into the groove 41. The casing 35 is also provided with an exhaust-port 44, which is in communication with the groove 41, at some times communicating with the groove 41 at its restricted portion and at other times communicating with its wider portions. Sufficient metal is left on each side of the port 42 to permit of quite a movement of the valve without bringing the groove 41 into communication with the port 43 for a purpose hereinafter described.

The valve 38 has a valve-stem 45, which passes up through a stuffing-box 46, and connected to the upper end of the valve-stem 45, preferably pivotally, is a throttle-tube 47. The throttle-tube 47 extends up through the center of the steering-post 25, and attached to its upper end is a throttle-lever 48, by means of which the throttle-valve 38 may be turned. When the throttle-valve 38 is so turned that the lip stands over the port 37, the passage of steam from the interior of the valve into the port 37 is prevented, and by turning the lever ,48 the valve 38 is rotated to gradually open the port 37 as the helical edge 39 of the valve sweeps over the port. Thus the opening of the port 37 is effected gradually, owing to the helical curve, and is full open when the highest part of the helical curve has reached the port 37. The width of the lip 40 is such that a certain amount of lap is given to the port 37, and this lap may pref erably be about ninety degrees.

A pipe 49 leads from the inlet 36 of the valve-casing 35 to the boiler 5, while a pipe 50 leads from the port 37 to the engine 6. A smaller pipe 51 leads from the port 43 to the brake-cylinder 19, as shown in Fig. 1.

Nested between the throttle-tube 47 and the tubular standard 24 is another tube, 52, the upper end of which lies at an intermediate point between the top of the tube 47 and the tube 24, and attached to the upper end of the tube 52 is a hand-lever 53, which may work over a suitable sector 54, being equipped with a latch mechanism for engaging the sector and holding the lever 53 in the desired position. The sector 54 is attached to the top of the standard 24 by arms 56.

Attached to the lower end of the tube 52 is an arm 57, which carriesa segmental gear 58, which meshes with a bevel-pinion 59 on a rock-shaft 60. The other end of the rockshaft carries a forked lever 61, which engages the end of a cam-rod 62, which extends from the casing of the engine 6. The camrod 62 carries suitable cams (not shown) for controlling the valves of the engine, and by shifting the valve-rod 62 the action of these cams is modified to vary the valve action of the engine 6.

When the throttle-valve 38 is in the position shown in Fig. 2, steam is prevented from entering the cylinders of the engine; but by turning the throttle-lever 48 to rotate the valve 38 the port 37 is gradually uncovered by the helical edge 39. The valve is turned accordingly to admit the desired amount of steam, which passes out through the port 37 into the pipe 50 and from the pipe 50 into the cylinders of the engine 6. As the vehicle is propelled along the action of the steeringwheel and steering-post is not impeded in any way by the contiguous tubes, as the steeringpost tube 25 is free to be turned to rotate the worm 26 and swing the segment 27 in either direction to steer the front wheels. If it is desired to apply the brake,the chauffeur pushes the lever 18 forward, which applies the brake without interfering with the other parts.

To adjust the valve action of the engine, the chauffeur moves the lever 53 to the desired point on the sector 54, which turns the tube 52, rocks the arm 57, and through the medium of the segmental gear 58 and bevelpinion 59 rocks the shaft 60, which through the forked lever 61 shifts the cam-rod 62 to the desired position, the latch mechanism of the lever 53 serving to hold the parts in place when they have been positioned.

To stop the machine, the throttle-lever 48 is turned back, so that the lip 40 stands over the port 37 and shuts off the admission of steam to the pipe 50 and cylinder, and when the lip 40 stands midway over the port 37 the port 42 in the throttle-valve will be exactly in register with. the port 43, so that steam will pass from the interior of the throttlevalve through the ports 42 and 43 into the pipe 51 and from the pipe 51 into the brakecylinder 19, whereupon the piston 20 will be forced outwardly, the lever 21 will be rocked, and the cable 17 will be strained, thus applying the brake automatically. So long as the throttle-valve 38 is held in this position and the ports 42 and 43 are maintained in regis ter the pressure of the steam behind the piston 20 will be maintained, so that the brake will act in its most positive manner and if the vehicle is under headway will be brought to a dead stop immediately. By swinging the throttle-lever 48 slightly to either side of the point where the ports 42 and 43 register steam will be admitted to the pipe 51 by impulses which will gradually raise the pressure within the brake-cylinder, and thus the brake will be applied in a more gradual. manner. It is obvious that by this method the amount of friction on the brake can be applied to a nicety. In applying the brake so that the pressure is gradually increased by impulses the throttle-valve is turned only far enough to open and close the ports 42 and 43, the solid metal on each side of the port 42 preventing steam from entering the groove 41 from the port 43; but by increasing the swing of the throttlelever and turning the throttle-valve farther, so that the port 43 makes communication with the groove4l,steam from within the brake-cylinder will exhaust through the pipe 51 into the groove 41 and from thence will pass out through the exhaust-port 44 directly into the atmosphere, thereby relieving the pressure upon the piston and releasing the brake; but whenever the throttle-lever is brought back to central position, so that the ports 42 and 43 register, the brake is applied. It is obvious that by this method a perfect control of the brake is secured and that while the action of shutting off the throttle will result in automatically operating the brake it is in one sense only semiautomatic, as definite manipulation of the lever 48 gives a full control over the brake. It is ObVlOUS that the setting of the brake by steam does not interfere in any way with the setting of it by the foot-lever 18,

neither does the setting of it by the foot-lever 18 interfere in any manner with the setting of it by the steam.

1f caution is used, the throttle-lever may be swung back only far enough to shut the port 37 and not far enough to bring the ports 42 and 43 into register; but in ordinary use the chauffeur swings the throttle back freely, so that the port 42 will cross the port 43 in the movement, and this partially sets thebrake, and if the chauffeur desires he follows this up by the short swinging movement of the throttle-lever, not enough to open and close the port 37, but just enough to alternately open and close the port 43, which gradually checks the headway of the machine, and when it has slowed up enough he may hold the lever stationary, with the ports 42 and 43 in full regis, ter, and let the brake exert its maximum power, the momentum of the machine being by that time so reduced that no shock from stoppage need occur. The lap on each side of the port 42 and the lap afforded by the lip 40 allow this action and may be modified as desired to increase or decrease the movement required of the throttle-lever to secure the effect set forth.

What I claim is- 1. A throttle-valve, a brake, fluid-pressure means for operating the brake and a lever for operating the valve and controlling the brake.

2. A throttle-valve, a brake, i'luidn'essure means for operating the brake, a lever and means controlled by the lever for first closing the valve and then operating the brake.

3. A brake, fluid-pressure means for operating the brake, a throttle-valve, a device for controlling engine-valves, steering devices, a plurality of nested rods, means connected with the rods for operating the first four elements and suitable devices for operating the rods.

4. A brake, fluid-pressure means for operating the brake, a throttle-valve, a device for controlling engine-valves,a plurality of nested rods, means connected with the rods for operating the first three elements, and suitable devices for operating the rods.

5. A brake, fluid-pressure means for operating the brake, a throttle-valve, steering devices, a plurality of nested rods, means connected with the rods for operating the first three elements, and suitable devices for operating the rods.

6. A hollow steering-post, steering devices connected therewith, a brake, fluid-pressure means for operating the brake, a throttlevalve, a rod inside the hollow steering-post, and means connected with the rod for'operating the throttlevalve and controlling the brake.

7. A hollow steering-post, a stationary tubular standard inside the steering-post, steering devices connected with the steering-post, a brake, fluid-pressure means for operating the brake, a throttle-valve, a rod inside, the standard, and means connected with the rod for operating the throttle-valve and controlling the brake.

8. A hollow steering-post, a stationary tubular standard inside the steering-post, steering devices connected with the steering-post, a device for controlling engine-valves, a tubular rod inside the tubular standard, connections from said rod to the device for controlling engine-valves, a throttle-valve, a fluidpressure-operated brake, and a rod inside said tubular rod and connected with the throttlevalve and brake for operating the same.

9. A throttle-valve, a brake, fluid-pressure means for operating the brake, means for operating the throttle-valve and controlling the fluid-pressure means, and a manually-operated device for controlling said valve and fluidpressure means.

10. A throttle-valve, a brake, a brake-cylinder, a piston in the cylinder, a connection from the piston to the brake, a pipe from the throttle-valve to the cylinder, and means for operating the throttlewalve.

11. A throttle-valve, a brake, a brake-cylinder, a piston in the cylinder, a connection from the piston to the brake, a pipe from the throttle-valve to the cylinder, means for operating the throttle-valve, a rod connected to the throttle-valve, a steering-post concentric with the rod, and suitable manually-operated devices on the steering-post and rod for operating the same.

12. A throttle-valve, a brake, a brake-cylinder, a piston in the cylinder, a connection from the piston to the brake, a pipe from the th rottle-valve to the cylinder, means for operating the throttle-valve, means for controlling engine-valves, a rod connected with the throttle-valve, another rod concentric with the first rod, connections from the second rod to the means for controlling engine-valves, and suitable manually-operated devices on the respective rods for operating the same.

13. A throttle-valve, a brake, a brake-cylinder, a piston in the cylinder, a connection from the piston to the brake, a pipe from the throttle-valve to the cylinder, means for controlling engine-valves, a rod connected to the throttle-valve, a second rod concentric with the first rod, connections from the second rod to the means for controlling engine-valves, suitable manually-operated devices on the rods for operating the same, a sector and latch mechanism for one of said manually-operated devices, and means for supporting the sector.

14:. A throttle-valve, a brake, a brake-cylinder, a piston in the cylinder, a connection from the piston to the brake, a pipe from the throttle-valve to the cylinder, means for controlling engine-valves, a rod connected to the throttle-valve, a second rod concentric with the first rod, connections from the second rod to the means for controlling engine-valves, suitable manually-operated devices on the rods for operating the same, a sector and latch mechanism for one of said manually-operated devices, and a third rod concentric with the other rods for supporting the sector.

15. A throttle-valve, a brake, a brake-cylinder, a piston in the cylinder, a connection from the piston to the brake, apipe from the throttle-valve to the cylinder, means for controlling engine-valves, a rod connected to the throttle-valve, a second rod concentric with the first rod, connections from the second rod to the means for controlling engine-valves, suitable manually-operated devices on the rods for operating the same, a sector and latch mechanism for one of said manually-operated devices, a steering-post concentric with said rods and means for supporting the sector.

16. A throttle-valve, a brake, a brake-cylinder, a piston in the cylinder, a connection from the piston to the brake, a pipe fromthe throttle-valve to the cylinder, means for controlling engine-valves, a rod connected to the throttle-valve, a second rod concentric with the first rod, connections from the second rod to the means for controlling engine-valves, suitable manually-operated devices on the rods for operating the same, a sector and latch mechanism for one of said manually-operated devices, a steering-post concentric with said rods, and a third rod concentric with the other rods and steering-post for supporting the sector.

17. A brake, a pivoted lever, a connection from the brake to the pivoted lever, a brakecylinder, a piston therein, and means operated by the piston for engaging with said connection and operating the brake.

18. A brake, a pivoted lever, a connection from the brake to the pivoted lever, a brakecylinder, a piston therein, means operated by the piston for engaging with said connection and operating the brake, a throttlevalve, an engine, a pipe from the throttle-valve to the engine, and a pipe from the throttle-valve to the brake-cylinder.

19. A pivoted lever, a brake, a connection from the brake to the pivoted lever, a block on said connection, a brake-cylinder, a piston therefor, and a device operated by the piston for pushing against said block when the piston moves in one direction only.

20. A pivoted lever, a brake, a connection from the brake to the pivoted lever, a block on said connection, abrake-cylinder, a piston therefor, a device operated by the piston for pushing against said block when the piston moves in one direction only, a throttle-valve, an engine, a pipe from the throttle-valve to the engine, and a pipe from the throttle-valve to the brake-cylinder.

21. A throttle-valve, abrake, abrake-cylinder, a piston in the cylinder, aconnection from the piston to the brake, a pipe from the throttle-valve to the cylinder, and means for operating the throttle-valve, said throttle-valve comprising a casing having an engine-port and a brake-port, a hollow plug in the casing having a brake-port, said plug having means for opening or closing the engine-port in the casing.

22. A throttle-valve, a brake, a brake-cylinv der, a piston in the cylinder, a connection from the piston to the brake, a pipe from the throttle-valve to the cylinder, means for operating the throttle-valve, a rod connected to the throttle-valve, a steering-post concentric with the rod, and suitable manually-operated devices on the steering-post and rod for operating the same, said throttle-valve comprising a easing having an engine-port and a brake-port, a hollow plug in the casing having a brakeport, said plug having means for opening or closing the engine-port in the casing.

23. A throttle-valve, a brake, a brake-cylinder, a piston inthe cylinder, aconnection from the piston to the brake, a pipe from the throttle-valve to the cylinder, means for operating the throttle-valve, means for controlling engine-valves, a rod connected with the throttlevalve, another rod concentric with the first rod, connections from the second rod to the means for controlling engine-valves, and suitable manually-o 'ierated devices on the respective rods for operating the same, said throttle-valves comprising a casing having an engine-port and a brake-port, a hollow plug in the casing having a brake-port, said plug having means for opening or closing the engineport in the casing.

24. A throttle-valve, a brake, a brake-cylinder, a piston in the cylinder, a connection from the piston to the brake, a pipe from the throttle valve to the cylinder, means for controlling engine-valves, a rod connected to the throttle-valve, a second rod concentric with the l'irst rod, connections from the second rod to the means for controlling engine-valves, suitable manually-operated devices on the rods for operating the same, a sector and latch mechanism for one of said manually-operated devices, and means for supporting the sector, said throttle-valve comprising a casing having an engine-port and a brake-port, a hollow plug in the casing having a brake-port, said plug having means for opening or closing the engine-port in the casin 25. A stationary tubular standard, a steering-post outside the standard and concentric therewith, means for controlling enginevalves, a tubular rod inside the standard and connected to said means, a throttle-valve, and another rod inside the latter rod and connected to the valve, said throttle-valve comprising a casing having an engine-port and a brakeport, a hollow plug in the casing having a brake-port, said plug having means for opening or closing the engine-port in the casing.

26. A brake, a pivoted lever, a connection from the brake to the pivoted lever, a brakecylinder, a piston therein, means operated by the piston for engaging with said connection and operating the brake, a throttle-valve, an engine, a pipe from the throttle-valve to the engine, and a pipe from the throttle-valve to the brake-cylinder, said throttle-valve comprising a casing having an engine-port and a brake-port, a hollow plug in the casing having a brake-port, said plug having means for opening or closing the engine-port in the casin 27. A throttle-valve comprising a casing having an engine-port and a brake-port, a hollow plug in the casing having a brake-port, the plug having a helical edge which is movable across the engine-port.

28. A throttle-valve comprising a casing having an engine-port and a brake-port and a brake exhaust port, a hollow plug in the casing having a brake-port and a groove for the brake-exhaust, the width of the groove being restricted to pass the brake-port in the plug but the brake-exhaustport in the casing having unbroken communication with the groove, and means for adjusting the plug.

29. A steering-post, a rod concentric there with, and a tl'n'ottle-valve concentric with the rod and connected to the end of the rod.

30. A throttle-valve, a brake, fluid-pressure means for operating the brake, means for operating the throttlewalve and thereby controlling the fluid-pressu re brake-operating means for'operating the throttle-valve and brake independently of the fluid pressure means.

'34. A brake, fluid-pressure means for operating said brake, and means for operating the brake independently of said fluid-pressureoperating means.

In testimony WhereofI have signed my name to this specification, in the presence of two subscribing Witnesses, at Los Angeles, in the county of Los Angeles and State of California, this 11th day of May, 1904.

BUEL H. GREEN.

In presence of GEORGE T. HACKLEY, JULIA TOWNSEND. 

